Automatic railway air-brake.



W. K. OMICK.

AUTOMATIC RAILWAY AIR BRAKE.

APPLICATION FILED novuzo, 1909.

Patented July 5, 1910.

2 SHEETS-SHEET 1.

. wg x Ammuql W. K. OMIGK.

AUTOMATIC RAILWAY AIR BRAKE.

APPLICATION FILED NOV. 20, 1909. I

Patented July 5, 1910.

PATENT OFFICE.

WILLIAM K. OM ICK, OF DETROIT, MICHIGAN:

AUTOMATIC RAILWAY AIR-BRAKE.

Specification of Letters Patent.

' Patented July 5, 1910.

Application filed November 20, 1909. Serial No. 529,012.

To all whom it may concern:

Be it known that I, WILLIAM K. OMICK, a citizen of the United States,residing at Detroit, county of Wayne, State of Michigan, have invented acertain new and useful Improvement in Automatic Railway Air- Brakes, anddeclare the following to be a full, clear, and exact description of thesame, such as will enable others skilled in the art to which it pertains.to make and use the same, reference being had to the accompanyingdrawings, which form a part of this specification.

This invention relates to railway air brakes.

It has for its object an improved auxiliary brake or automatic emergencybrake which is arranged to be brought into action when the ordinarybrake reaches a pre-determined pressure. Generally the pressure issomewhat above the pressure that is ordinarily usedin the setting of theregulation brake, but it is below the train pipe pressure. Preferably anemergency brake acts on a brake shoe that grips the track but which isnot confined to a track-gripping shoe, but may be used in connectionwith an auxiliary brake thrown on the wheels.

In the drawings :-Figure 1, is a diagram showing the arran 'ement of theordinary brake, and the auxiliary brake. Fig.2, is a horizontal sectionof the valve used in connection with the auxiliary brake. Fig. 3, is

a diagram showing the application of an auxiliary brake to atrack-gripping shoe.

In Fig. 3 the lever which actuates the brake rods is thrown intoperspective in order tobring it out clearly, whereas, in actual use, itwould be horizontal, and a true view of it in elevation would bedifferent from the view shown in Fig. 3.

1 indicates the train pipe in which the air is forced through by the aircompressor or pum located on the en 'ne.

2 indicates a branch lea ing to the triple valve 3.

4 indicates the position of the brake cylinder, and 5 the auxiliaryreservoir for the main brake cylinder.

6 indicates a branch pipe leading to reservoir 7 of the auxiliaryemergency brake apparatus past a check valve 8 which allows air at apressure corresponding to that in the train pipe to be stored in theauxiliary reservoir 7. The air from the auxiliary reservoir 7 is carriedthrough valve 9 into the emergency auxiliary cylinder 10 to actuate thebrake rod 11 and the brakes 12 which are distinct from the primarybrakes 13 actuated by the main cylinder 4. The valve which brings intoaction the secondary braking system is thrown by air through pipe 14;that leads from the main cylinder 4 to the case of valve 9, and this isarranged to be actuated only' when the pressure in the cylinder 4 hasbeen raised somewhat above that which is necessary to actuate the mainbrake, as in a service application, but well below the extreme pressurein the train pipe. The valve 9 is'actuated by piston 15 acted upondirectly by air in pipe 1 1, and is actuated against the tension. of thespring 16, whose tension can be regulated by means of an adjusting screw17 which enters the head of the casing and presses against the spring.The piston 15 with its stem 18 actuates the D valve 19 that controls theair entering through the pipe 20. As shown in the drawing the D valve isclosed overthe port of the pipe 20 and no air can enter. The pipe 21 nowacting as an exhaust for the cylinder 10 cominunicat'es through thepassage in the D valve with the exhaust outlet 22. Upon shifting the Dvalve by an excess of pressure on the piston 15, the pipe 20 is broughtintocommunication with the pipe 21 and the high pressure air is nowdirected into the cylinder 10,-while the port 22, (which is now shown incommunication with the pipe 21,) isclosed. For the auxiliary oremergency brake, I prefer to use a brake which grips the track ratherthan the wheel, and is actuated by the rod 23 which appears in Fig. 3:this is actuated by the rod 11 of Fig. 1. This throws the brake lever 24and tilts the brake actuated by compressed air in the cylinder of theprimary scribed. v

2. In combination with a primary brake,

5 an emergency brake provided with a valve controlled feed pipe and withits proper reservoir in direct communication with the train pipe, aconnecting pipe to said valve from the main brake cylinder whereby thebrake, substantially as desaid valve may be actuated by an increased 10pressure in said primary brake cylinder, substantially as described.

In testimony whereof, I sign this specification in the presence of twowitnesses.

I WILLIAM K OMICK. Witnesses:

CHARLES F. BURTON, VIRGINIA C. SPRATT.

